JP4857745B2 - Vehicle obstacle detection device - Google Patents

Description

  The present invention relates to an obstacle detection device for a vehicle used for avoiding contact with an obstacle such as a preceding vehicle existing in front of the host vehicle, and more particularly using an obstacle detection means such as a radar device. It relates to the improvement of what detects the distance between the vehicle and the obstacle.

  2. Description of the Related Art Conventionally, an obstacle for a vehicle comprising obstacle detection means for detecting an obstacle ahead of the host vehicle, and an operation control means for controlling an operation device of the vehicle in accordance with an obstacle detection state by the obstacle detection means. Sensing devices are known.

  There are various reasons why the obstacle detection means cannot detect an obstacle ahead of the host vehicle. For example, when the host vehicle makes a large pitching motion, an obstacle may be temporarily not detected, or when the vehicle in front of the vehicle is behind the vehicle in front and the vehicle in front cannot be detected. There is also. Furthermore, the vehicle ahead is not detected even when the road shape is changing (when it is downhill or curved in front of the host vehicle). It is problematic to estimate obstacles that cannot be detected due to various causes in a uniform manner.

Therefore, for example, in Patent Document 1, in a vehicle obstacle detection device that detects an obstacle ahead of the host vehicle with a radar device, when the obstacle detected by the radar device is no longer detected, Based on the information obtained by the radar device about the obstacle, an estimation means for estimating the relative relationship between the current vehicle and the obstacle, and when the obstacle is no longer detected, Determination means for determining whether the obstacle has entered the shadow of the obstacle and is no longer detected based on the information on the obstacle and the information obtained by the radar device, and the obstacle There is an estimation method changing means for changing the estimation method of the obstacle by the estimation means depending on whether it is determined that it is no longer detected after entering It is shown.
Japanese Patent Laid-Open No. 7-215147

  However, even in the obstacle detection device for a vehicle as in the above-mentioned Patent Document 1, when the obstacle disappears temporarily, the presence of the estimated obstacle that does not actually exist may cause a vehicle operating device (alarm device). , Brakes, seat belt pretensioners, etc.) may operate, which is problematic.

  The present invention has been made in view of the above points, and the object of the present invention is to prevent troublesome operation during operation by preventing the operating device of the vehicle from erroneously operating when the obstacle temporarily disappears. It is to be able to operate safely and smoothly by eliminating the above.

  In order to achieve the above object, in the present invention, the control of the operation control means by the estimated obstacle is stopped.

Specifically, in the first invention, an obstacle detection means for detecting an obstacle ahead of the host vehicle, and an operation control means for controlling an operating device of the vehicle in accordance with an obstacle detection state by the obstacle detection means. Target vehicle obstacle detection device equipped with
Obstacle position estimation means for estimating the position of the obstacle when the obstacle detected by the obstacle detection means is no longer detected ;
A position estimation operation determination unit that determines whether or not the obstacle position estimation unit is operating ,
When the position estimation operation determination unit determines that the obstacle position estimation unit is operating, the operation control unit is not controlled by the estimated obstacle during the operation of the obstacle position estimation unit. It is configured.

  That is, when the obstacle detection means cannot temporarily detect the obstacle due to changes in the road shape or the presence of other obstacles, the obstacle position estimation means estimates the current position of the obstacle. . While this estimation is being performed, it is determined that there is an obstacle there. However, according to the above configuration, when the obstacle position estimation unit is operating, the control of the operation control unit by the estimated obstacle is stopped, so that the estimated obstacle enters the set region, for example. Even if it is estimated that the vehicle has been operated, the vehicle operating device does not operate. Therefore, the malfunction of the operating device in the case where no obstacle actually exists due to an error in estimating the obstacle is prevented. If the obstacle is actually approaching the host vehicle, the obstacle detecting means detects the obstacle again. In such a case, the operation control means is based on the detection result. Activates the actuating device.

  In the second invention, the obstacle position estimating means is configured to operate for a predetermined time, and when an obstacle is not detected after that, it is determined that the obstacle has disappeared.

  According to the above configuration, the obstacle position estimation means estimates the position of the obstacle when the obstacle detected by the obstacle detection means is no longer detected. When the obstacle detection means does not actually detect the obstacle, it is determined that the obstacle has disappeared, and the estimation is stopped. For this reason, the occurrence of malfunction due to the estimation error is further effectively prevented. Conversely, when an obstacle is detected during estimation for a predetermined time, it is determined that the estimated obstacle is the same as the actually detected obstacle. In this case, the operation control means operates the operating device according to the detection result.

  In the third invention, the operating device is an informing means for informing a passenger of a dangerous state.

  According to the above configuration, an erroneous estimation of the obstacle prevents a malfunction of the notification means when there is no actual obstacle. Therefore, unnecessary notification is not performed, and troublesome operation is required. Disappears.

  In the fourth invention, the operating device is a brake means for applying a braking force to the vehicle.

  According to the above configuration, the erroneous estimation of the obstacle prevents the malfunction of the brake means when there is actually no obstacle, so unnecessary braking is not performed and troublesome operation is required. Disappears.

  In a fifth aspect, the operating device is a seat belt pretensioner that forcibly retracts the seat belt.

  According to the above configuration, the malfunction of the seat belt pretensioner when the obstacle actually does not exist due to an error in estimating the obstacle is prevented, so the seat belt is pulled in unnecessarily to restrain the occupant. This eliminates the hassle of driving.

  In the sixth invention, the obstacle detection means is a millimeter wave radar.

  According to the above configuration, since the millimeter wave radar can directly measure the relative speed of the obstacle at the Doppler frequency, even when there are a plurality of obstacles, the obstacles are not mistaken.

  As described above, according to the first invention, the control of the operation control means by the obstacle estimated when the obstacle position estimation means is operating is stopped, and due to an obstacle estimation error, In fact, the malfunction of the operating device when there is no obstacle is prevented. For this reason, when the obstacle disappears temporarily, it is possible to prevent the operation device of the vehicle from operating erroneously, thereby eliminating troublesomeness during driving, and driving safely and smoothly.

  According to the second aspect, after the obstacle position estimation means performs the estimation for a predetermined time, when the obstacle detection means does not detect the obstacle, the obstacle position estimation means determines that the obstacle has disappeared and stops the estimation. Like to do. For this reason, it is possible to further prevent the occurrence of an erroneous estimation when the obstacle disappears temporarily, so that it is possible to reliably prevent the operating device of the vehicle from operating erroneously and to eliminate the trouble of driving. Operation can be performed safely and smoothly.

  According to the third aspect of the invention, the operating device is used as an informing means for informing the occupant of the dangerous state, and the informing means is prevented from operating due to an error in estimating the obstacle. For this reason, the troublesomeness at the time of driving | running can be prevented and it can drive | operate safely and smoothly.

  According to the fourth aspect of the invention, the actuating device is the brake means for applying a braking force to the vehicle, so that the braking force is not applied unnecessarily due to an error in estimating the obstacle. For this reason, the troublesomeness at the time of driving | running can be eliminated and it can drive | operate safely and smoothly.

  According to the fifth aspect of the invention, the operating device is a seat belt pretensioner that forcibly pulls the seat belt, so that the seat belt is not unnecessarily caught due to an error in estimating the obstacle. For this reason, the troublesomeness at the time of driving | running can be eliminated and it can drive | operate safely and smoothly.

  According to the sixth aspect, the obstacle detection means is a millimeter wave radar. For this reason, even when there are a plurality of obstacles, the obstacles are not mistaken, so that erroneous detection of the obstacles can be prevented and the operation can be performed safely and smoothly.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a vehicle 1 including a vehicle obstacle detection device 2 according to an embodiment of the present invention. The obstacle detection device 2 includes a millimeter wave radar 3 as an obstacle detection means for detecting an obstacle ahead of the host vehicle 1. Millimeter waves have features such as having sharp directivity, ensuring a wide band for high-speed communication, and miniaturizing and micro-parts. As indicated by a thick line in FIG. 3, the detection range of the millimeter wave radar 3 is radially extended within a distance of approximately 100 m. In the present embodiment, the millimeter wave radar 3 is arranged to be offset to the right side from the center in the width direction of the vehicle 1, but it is not always necessary to be offset. Further, the obstacle detection means may be constituted by an infrared laser or the like.

  As shown in FIG. 2, the obstacle detection device 2 includes driving operation state detection means 5 that detects a predetermined driving operation state of the vehicle 1 by an occupant. In the present embodiment, the predetermined driving operation state is a driving operation state in which the vehicle 1 bends in the traveling direction. Specifically, the vehicle 1 is operated by turning off the steering wheel 6 during a curve or a lane change. It means a driving operation state that bends.

  The obstacle detection device 2 includes a control unit 10 as an operation control means for controlling an operation device of the vehicle 1 to be described later according to an obstacle detection state by the millimeter wave radar 3. The control unit 10 has a role of operating the operating device based on information from various sensors such as the driving operation state detection means 5 and the collision sensor 11.

  The obstacle detection device 2 includes an operation timing switching unit 12 that switches the operation timing of the operating device from the detection result obtained by the driving operation state detection unit 5. In the present embodiment, the operating device is a notification unit that notifies a passenger of a dangerous state, and the notification unit includes an alarm device 13 such as a horn. Note that the notification means may be constituted by a warning lamp on the instrument panel, a warning display on the car navigation system, or the like.

  As shown in FIG. 3, the alarm device 13 includes a LONG alarm area A1 (obstacle detection area) as a first operation timing, and a SHORT alarm area as a second operation timing later than the first operation timing. It is configured to operate in A2 (obstacle detection area). The operation timing switching means 12 is configured to switch the LONG alarm area A1 to the SHORT alarm area A2. This LONG alarm area A1 has a wide area in which the obstacle 50 is detected by the millimeter wave radar 3, and the SHORT alarm area A2 is narrower than the LONG alarm area A1.

  The vehicle width direction areas of the LONG alarm area A1 and the SHORT alarm area A2 are limited to the same area as the vehicle width L. Further, the tip is a mountain-shaped region that leaves an area of ± 10% of the vehicle width L from the left and right center line and extends from there to the tip of the vehicle 1 that is cut so as to spread rearward. In other words, the LONG alarm area A1 is a line connecting a point P1 at an offset of 40% from the end in the vehicle width direction of the vehicle 1 and 2 seconds until the collision, and a point P4 at an offset of 0% and 0.8 seconds until the collision. Also the outside is cut. The SHORT alarm area A2 is based on a line connecting a point P2 at an offset of 40% from the end in the vehicle width direction of the vehicle 1 and 1.6 seconds until the collision, and a point P4 at an offset of 0% and 0.8 seconds until the collision. The outer region is also cut. The left and right corners on the front end side are cut in this way. Although it is difficult to avoid the obstacle 50 at a short distance from the host vehicle 1 by operating the steering 6 or the like, it is a long distance and on the left and right center side of the vehicle 1. This is because the obstacle 50 is easy to avoid by operating the steering 6 or the like.

  The obstacle detection device 2 includes an operation timing switching SW (not shown). When the driver dislikes that the alarm device 13 is frequently operated, the operation timing is always set to the SHORT alarm area A2 regardless of the operation of the operation timing switching means 12 by setting the operation timing switching SW to SHORT. It is set up.

  The vehicle 1 is also provided with a seat belt pretensioner 15 that takes up slack in the brake means 14 and the seat belt 16 that apply braking force to the vehicle 1 as an operating device, and increases the restraining force of the passenger. However, in this embodiment, the case where the operation timing of the brake means 14 and the seat belt pretensioner 15 is not switched by the operation timing switching means 12 is described.

  Specifically, when the millimeter wave radar 3 determines that the obstacle 50 has entered a region of a predetermined distance (a point P3 of 1.0 seconds until the collision), the control unit 10 sends a signal to the brake means 14. The primary brake that is sent and is relatively weak to alert the driver is activated. Furthermore, when the millimeter wave radar 3 determines that the obstacle 50 has further entered the region at a closer distance (point P5 of 0.6 seconds until the collision), the control unit 10 sends a signal to the brake means 14, A strong secondary brake is activated to avoid a collision. The primary brake and secondary brake detection areas A3 and A4 (obstacle detection areas) also leave an area of ± 10% of the vehicle width L from the center line on the left and right in the same way as the alarm areas A1 and A2, and from there It has been cut to spread. Specifically, the primary brake area A3 is outside the line connecting the point of steering avoidance time (not shown) with an offset of 10% and the point P3 with an offset of 40% and up to 1.0 seconds until the collision. It is a mountain-shaped region up to the tip of the cut vehicle 1. In the secondary brake area A4, the vehicle 1 whose outer side is cut from a line connecting a point of steering avoidance time (not shown) with an offset of 10% and a point P5 of 40% offset and 0.6 seconds until the collision is cut. It is a mountain-shaped area up to the tip. Further, the secondary brake area A4 includes a range up to 0.2 seconds after the collision. This is a control continuation time for absorbing the measurement variation of the millimeter wave radar 3, and is provided for reasons such as preventing the brake means 14 from being released after a collision.

  Although not shown, the operation timing of the primary brake may be switched between LONG (wide area) and SHORT (narrow area) by the operation timing switching means 12 in the same manner as the alarm device 13. Thus, if the detected driving operation is performed as it is, the braking force can be prevented from being applied unnecessarily when the obstacle 50 does not collide with the host vehicle 1.

  The seat belt pretensioner 15 is composed of a first seat belt pretensioner 15a and a second seat belt pretensioner 15b, and the millimeter wave radar 3 causes the obstacle 50 to move at a predetermined distance (0.4 seconds until the collision). When it is detected that the vehicle has approached P6), the seat belt 16 is pulled into the retractor (not shown) by the first seat belt pretensioner 15a to restrain the occupant with a predetermined tension (which does not affect the collision avoidance operation). It has become. When the collision sensor 11 detects that the vehicle has collided, the second seat belt pretensioner 15b further retracts the seat belt 16 to restrain the occupant with a strong restraining force. The first seat belt pretensioner 15a is configured to retract the seat belt 16 by an electric motor (not shown). The second seat belt pretensioner 15b is configured to retract the seat belt 16 by an inflator (not shown) such as gunpowder.

  Note that the operation timing of the first seat belt pretensioner 15a can be switched by the operation timing switching means 12, and a long detection area LONG (for example, the primary brake area A3 in FIG. 3) and a narrow detection as an obstacle detection area. The area SHORT (second brake 1 area A4 in the figure) may be set, and the seat belt 16 may be pulled weakly in the LONG area and pulled strongly in the SHORT area. Thus, if the detected driving operation is performed as it is, it is possible to prevent the seat belt 16 from being unnecessarily involved when the obstacle 50 does not collide with the host vehicle 1.

  In the present embodiment, the driving operation state detection means 5 detects the steering angle sensor 20 that detects the steering angle θf that indicates the steering angle of the steering 6, and the steering angular velocity dθf / dsec that indicates a change per unit time of the steering angle θf. Integral value per predetermined time of the steering angle θf indicating the steering angle of the steering angular velocity detecting means 21 that performs the acceleration, the lateral G sensor 22 that detects the lateral G relative to the direction in which the vehicle 1 travels, that is, the lateral G A steering angle integral value detecting means (in this embodiment, also serving as the control unit 10) is provided. The steering angle θf and the lateral G are input to the control unit 10 with the right side being positive and the left side being negative, for example. Further, turning radius detecting means 23 for detecting that the turning radius of the vehicle 1 is not more than a predetermined value is also provided. The turning radius detector 23 may be determined by receiving a signal from the GPS. The rudder angular velocity detection means 21 can also be used by the control unit 10.

  The driving operation state detection means 5 detects the steering angle θf, the steering angular speed dθf / dt, the integral value of the steering angle θf per predetermined time, the lateral G, and the turning radius R of the vehicle 1, all of which are detected. There is no need to detect, and only a part of it may be detected. Alternatively, the detection target of the driving operation state detection unit 5 may be switched according to the vehicle speed or the road condition, and the operation timing switching unit 12 may be operated when the detection target satisfies a condition. Specifically, the control unit 10 selects the detection signals from the plurality of driving operation state detection means 5 according to the speed of the vehicle 1 or the road state, and operates the operation timing switching means 12. Good. By doing in this way, since the optimal detection object can be selected according to a vehicle speed or a road state, the erroneous detection of the obstruction 50 can be prevented and it can drive | operate safely and smoothly.

  As a feature of the present invention, the obstacle detection device 2 estimates and interpolates the position of the obstacle 50 when the obstacle 50 detected by the millimeter wave radar 3 is not detected for a predetermined time. The obstacle position estimating means 24 is provided. During the operation of the obstacle position estimation means 24, the PCS control described later of the obstacle detection device 2 is not performed to prevent malfunction.

  The obstacle position estimating means 24 is configured to operate for a predetermined time (for example, 7 seconds), and when the obstacle 50 is not detected after that, it is determined that the obstacle 50 has disappeared. On the contrary, when the obstacle 50 is detected during estimation for a predetermined time, it is determined that the estimated obstacle 50 and the actually detected obstacle 50 are the same. In this case, the control unit 10 is configured to operate the operating device according to the detection result.

  As will be described below, when the obstacle 50 is actually approaching the host vehicle 1, the obstacle 50 is detected again by the millimeter wave radar 3. In such a case, Based on the detection result, the control unit 10 operates the operating device.

-PCS control-
Next, PCS control (PRE CLASH SAFTY SYSYTEM) performed by the control unit 10 of the vehicle obstacle detection device 2 according to the present embodiment will be described with reference to FIG.

  First, in step S <b> 1, the control unit 10 receives an output from the millimeter wave radar 3 and performs calculation for estimating the target position and distance of the obstacle 50.

  Next, in step S2, it is determined whether or not the obstacle 50 is in the secondary brake area A4. If it is in the secondary brake area A4, the secondary brake is immediately executed in step S3, the brake means 14 is operated strongly, and the process proceeds to return.

  On the other hand, if it is not in the secondary brake area A4, it is determined in step S4 whether or not a brake pedal (not shown) is stepped on and whether or not the obstacle position estimating means 24 is interpolating. Determined. When the brake pedal 14 is actuated by the depression of the brake pedal or the interpolation is performed by the obstacle position estimating means 24, the return is performed in order to stop the control of the control unit 10 by the estimated obstacle 50. Fly to. Conversely, if the brake is not depressed and no interpolation is performed, the process proceeds to step S5.

In step S5, the absolute value of the steering angle θf is greater than α1 (eg, 90 °) (| θf |> α1) by the operation timing switching means 12, or the absolute value of the steering angular velocity dθf / dt is α2 (eg, 50). (/ Dθf / dt |> α2) or the absolute value of the integral value per predetermined time of the steering angle θf is larger than α3 (for example, 90 °) (| Σθf |> α3) Either the absolute value of the lateral G is larger than α4 (for example, 6 m / sec ² ) (| lateral G |> α4) or the turning radius R of the vehicle 1 is smaller than 175 m (R <175). Determine if the condition is met. If not all are satisfied, the process proceeds to step S6, and if at least one of the conditions is satisfied, the process proceeds to step S7.

  In step S6, it is determined whether or not the operation timing setting SW is SHORT. If it is SHORT, the process proceeds to step S7. If it is not SHORT, that is, LONG, the process proceeds to step S8.

  In step S7, the operation timing is set to SHORT. If the setting SW is SHORT in step S6, SHORT is continued as it is in step S7.

  In step S8, it is determined whether or not the obstacle 50 is in the primary brake area A3. If it is within the range, the process proceeds to step S9, and if it is out of the range, the process proceeds to step S10.

  In step S9, a signal is sent to the brake means 14, the primary brake is executed, a light braking force is applied to the vehicle 1 by the brake means 14, and the process proceeds to return.

  In step S10, it is determined whether or not the obstacle 50 is in the alarm area (alarm areas A1, A2). If it is within the range, the process proceeds to step S11, and if it is out of the range, the process proceeds to return.

  In step S11, a signal is sent to the alarm device 13, an alarm is executed, and the driver is notified. Then proceed to return.

-Effect of the embodiment-
Therefore, according to the obstacle detection device 2 of the vehicle according to the present embodiment, the control of the control unit 10 by the obstacle 50 estimated when the obstacle position estimation means 24 is operating is stopped, and the obstacle 50 Due to the estimation error, malfunction of the operating device (the brake means 14, the alarm device 13, and the seat belt pretensioner 15) when the obstacle 50 does not actually exist is prevented. For this reason, when the obstacle 50 temporarily disappears, it is possible to prevent the operation device of the vehicle from being erroneously operated, thereby eliminating troublesomeness during driving and performing the driving safely and smoothly.

  Further, the obstacle position estimation means 24 performs estimation after a predetermined time, and determines that the obstacle 50 has disappeared when the millimeter wave radar 3 does not detect the obstacle 50 and stops the estimation. Yes. For this reason, since it is possible to further prevent the occurrence of an erroneous estimation when the obstacle 50 disappears temporarily, it is possible to reliably prevent the operating device of the vehicle from operating erroneously and to eliminate the troublesomeness during driving. Safe and smooth operation.

  Further, the obstacle detection means is a millimeter wave radar 3. For this reason, even when there are a plurality of obstacles 50, the obstacles 50 are not mistaken for each other, so that the erroneous detection of the obstacles 50 can be prevented and the operation can be performed safely and smoothly.

  In addition, the above embodiment is an essentially preferable illustration, Comprising: It does not intend restrict | limiting the range of this invention, its application thing, or a use.

  As described above, the present invention is a vehicle including obstacle detection means such as a millimeter wave radar, and an operation control means for controlling the operation equipment of the vehicle in accordance with an obstacle detection state by the obstacle detection means. This is useful for the obstacle detection apparatus.

It is a key map of vehicles provided with the obstacle detection device of vehicles concerning the embodiment of the present invention. It is a block diagram which shows the obstruction detection apparatus of a vehicle. It is a conceptual diagram which shows the detection range of a millimeter wave radar. It is a flowchart which shows PCS control.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Obstacle detection apparatus 3 Millimeter wave radar (obstacle detection means)
10 Control unit (operation control means)
13 Alarm device (operating device, notification means)
14 Brake means 15 Seat belt pretensioner 24 Obstacle position estimating means 50 Obstacle

Claims (6)

An obstacle detection device for a vehicle comprising obstacle detection means for detecting an obstacle ahead of the host vehicle and operation control means for controlling an operation device of the vehicle in accordance with an obstacle detection state by the obstacle detection means. There,
Obstacle position estimation means for estimating the position of the obstacle when the obstacle detected by the obstacle detection means is no longer detected ;
A position estimation operation determination unit that determines whether or not the obstacle position estimation unit is operating ,
When the position estimation operation determination unit determines that the obstacle position estimation unit is operating, the operation control unit is not controlled by the estimated obstacle during the operation of the obstacle position estimation unit. An obstacle detection device for a vehicle characterized by being configured. The obstacle detection device for a vehicle according to claim 1,
The obstacle position estimation means is configured to operate for a predetermined time, and when an obstacle is not detected after that, the obstacle position detecting means is configured to determine that the obstacle has disappeared. . In the obstacle detection device for a vehicle according to claim 1 or 2,
The vehicle obstacle detection device, wherein the operating device is a notification means for notifying a passenger of a dangerous state. In the obstacle detection device for a vehicle according to claim 1 or 2,
The obstacle detection device for a vehicle, wherein the operating device is a brake means for applying a braking force to the vehicle. In the obstacle detection device for a vehicle according to claim 1 or 2,
An obstacle detection device for a vehicle, wherein the operating device is a seat belt pretensioner that forcibly retracts a seat belt. In the obstacle detection device for vehicles according to any one of claims 1 to 5,
The obstacle detection device for a vehicle, wherein the obstacle detection means is a millimeter wave radar.

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